MEATBALL June 2006

DOC TALK

This paper has been written with a view to promote flight safety in the rapidly changing three dimensional dynamic environment of the helicopter pilot whilst operating from a moving platform. Deck operations inherently require a very high degree of skill with a minimal margin of error as they are undertaken in a dynamic environment and the luxury of stable 1G ground is not available.

            It is quite obvious that embarked aircrews are likely to be under more stress especially when operating from different ships. Stress in the pre-embarkation phase may be aggravated by moves at short notice as the aircrew may leave behind pending jobs, unresolved family matters or worries, illnesses in the family or be deprived of planned leave. Stresses may occur during the embarked phase due to an unfamiliar wardroom environment or accommodation, differing water routine, operating with unfamiliar personnel, unfamiliar command structure, etc. There is thus, a need to be more vigilant when operating from different ships.

            Flying is inherently dangerous; however, it is safe in the hands of aircrew who acknowledge and respect the limitations of their aircraft and more importantly of their “self”. The aerial environment is beset with a multitude of problems, some of which are modifiable, i.e., under one’s control while there are several which are non-modifiable or not under one’s control.

Factors under One’s Control

The Pre-Embarkation Phase.  Before you start flying from deck, there are a few things you can do to enhance the level of safety.  The first basic step is to get to know the deck characteristics of the ship being embarked.  The next (quite obviously) is knowledge of limitations of the particular aircraft that you got on board the deck.  If time permits, interact with the ship’s NO, LSO, OOWs, Helo deck crews and other personnel involved in flying operations to avoid occurrence of any ambiguity and ensuring they know what you expect from them while operating. This opportunity may be taken to ensure that all required equipment and support facilities are satisfactory for optimal functioning.

Apprising the Captain of the ship about the specific limitations of the particular aircraft being embarked, carriage of passenger/cargo, etc will obviate being tasked with an impractical mission while at sea.  Interaction with the EXO of the ship can ensure timely addressing of pertinent flight safety issues by various means such as daily order entries, utilising of notice boards in prominent places, night rounds at sea and by clear lower decks for Flight Safety indoctrination of the ships company.

The flight sailors can contribute immensely towards flight safety by dissemination of information to other personnel on board ship. Simple precautions such as avoiding disposal of garbage during FLYEX can go a long way in promoting flight safety.

It is important to remember that all personnel on the ship may not be as aware of the flight safety issues as you are so it is very important that you endeavour to apprise them of the concerns. Do not embark with preconceived notions that such-and-such issues are the Ship’s baby and they are expected to do them. Always remember that “the wheel that squeaks gets the grease and the baby who cries gets the milk.” The bottom line is that do not expect another person to act in the way desired and expected by you unless you have apprised him of your point of view.

The Embarked Phase.  Do not undertake a mission if you are not comfortable with the prevailing marginal conditions which can degrade flight safety. Much as the aim of exercises at sea may be to prepare for war; however, there is no SOP worth breaking in peace time.  There are very few situations which may force you to undertake a mission even when you are not comfortable and 100% sure.  Up ahead leading the pack is your own ego, ergo “I can do it”.  Then there’s peer pressure among our own aircrew, a bad precedent set in the past: (“some others have done it”), a casual remark by a senior (“I’ve done it during my time in worse conditions”) and finally, concern about untoward personal administrative harm in case of refusal of a “very important sortie!”

Insist on an optimal flight envelope for landing. In case of a delay in recovery, inform the ship about your fuel status. The delay could be simply due to the ship being involved in a manoeuvre with other ships in company and not being able to provide an optimal flight envelope—or worse still—the bridge personnel may be performing multiple tasks simultaneously and their divided attention may not register the urgent nature of your R/T call

Remember, when operating from deck assess the given situation and take a decision commensurate with your experience. As mentioned before, there is no peace time mission which cannot be undertaken later.

Factors Not Under Your Control

• Weather vagaries.
• Aircraft limitations.
• Aircraft unserviceability when disembarked.
• Deck characteristics.
• Alterations of promulgated wind envelopes due to addition/alteration of existing superstructure.
• Unreliable values of pitch, roll and winds.
• Personality: Every individual has his own personality and his past experiences make it even more difficult to change the mindset in a given situation.
• On embarking if you failed to appraise the tasking authority about the limitations of the aircraft and the operators. Since the tasking authority is unaware, this modifiable factor can become a factor out of your control in case of a requirement.
• In an extreme case the tasking authority just does not listen.

Recommendations

• Briefings held prior to major exercises must incorporate a separate talk on Deck operations in order to refresh the memory regarding aircraft capabilities and limitations.
• Neutral observers must be present on board ships to monitor various flying evolutions during exercises to protect the interest of aircrew. They can point out in case any flight safety norms are being flouted and whether an aircrew is operating (for reasons best known to him) in conditions detrimental to flight safety.
• Random checks by senior qualified aircrew must be undertaken from time to time to monitor the embarked flights. Their observations may help in improving the existing scenario.
• Reports and findings of any incident/accident involving a helicopter especially during deck operations must be declassified at the earliest and disseminated to inform the various operators.
• The Flight Cdr must apprise the Captain of the ship regarding the limitations of the crew and the aircraft to avoid being tasked beyond the safety envelope.
• Embarked flight personnel must endeavour to disseminate information pertaining to flight safety so that the ship’s personnel inculcate these habits. These aspects are taken for granted in the personnel working in an air station as they are a way of life; however, these aspects can become critical when operating in environments outside an air station.

Surg Cdr RC Verma holds a specialist degree in Aerospace Medicine. He was awarded the Sri Nageshwara Medal for standing first in the 35^th Advanced course in Aerospace Medicine at IAM, IAF Bangalore. Since then he has served as the Aerospace Medicine specialist in several operational Naval Air Stations and has presented scientific papers at various forums. He has been a member of Board of Enquiry in three Chetak accidents two of which were at sea. He is presently posted as the Principal Medical Officer at INS Garuda.